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better and the ceiling is at or above the highest initial
approach altitude established for any instrument
approach procedure for the airport. [Figure 4-19 on
page 4-20]
For STAR procedures charted with radar vectors to the
final approach, look for routes from the STAR terminating fixes to the IAF. If no route is depicted, you should
have a predetermined plan of action to fly from the
STAR terminating fix to the IAF in the event of a communication failure.
REVIEWING THE APPROACH
Once you have determined which approach to expect,
review the approach chart thoroughly before you enter
the terminal area. Check your fuel level and make sure
Figure 4-18. Vertical Navigation Planning.
the same runway are coded in the database. When more
than one RNAV procedure is issued for the same runway, there must be a way to differentiate between them
within the equipment’s database, as well as to select
which procedure you want to use. (Multiple procedures
may exist to accommodate GPS receivers and FMSs,
both with and without VNAV capability.) Each procedure name incorporates a letter of the alphabet, starting
with Z and working backward through Y, X, W, and so
4-20
a prolonged hold or increased headwinds have not cut
into your fuel reserves because there is always a chance
you will have to make a missed approach or go to an
alternate. By completing landing checklists early, you
free yourself to concentrate on the approach.
In setting up for the expected approach procedure
when using an RNAV, GPS, or FMS system, it is
important to understand how multiple approaches to
Figure 4-19. Arrival Clearance.
"Piper 52 Sierra, cleared to Logan
International via the GARDNER
TWO ARRIVAL, Albany Transition,
maintain 9,000."
You need to change VOR frequencies at the mileage
breakdown point. Follow the 110° radial from Albany
VOR to 23 DME, then change to the 294° radial off
of the Gardner VOR.
The textual description indicates
different altitude and airspeed
restrictions for turbojet and nonturbojet aircraft.
At this point, you join the
STAR on the 111° radial
from Gardner VOR.
At REVER Intersection, you fly
inbound to the Boston VOR on
the 030° radial.
This note indicates that you can expect radar
vectors to the final approach course. Have a
plan of action in the event of a communication
failure.
inbou
03
REVE
nd
on. (Naming conventions for approaches are covered in
more depth in the next chapter.) [Figure 4-20]
ALTITUDE
Upon your arrival in the terminal area, ATC either
clears you to a specific altitude, or they give you a
"descend via" clearance that instructs you to follow
the altitudes published on the STAR. [Figure 4-21 ]
You are not authorized to leave your last assigned altitude unless specifically cleared to do so. If ATC
amends the altitude or route to one that is different
from the published procedure, the rest of the charted
Figure 4-20. Here are two RNAV (GPS) approaches to Runway 15R at Baltimore. A controller issuing a clearance for one of these
approaches would speak the identifying letter—for example, “…c ea ed o r t heRNAV GPS Yankeeapp oach , Runway15R…”
"Cessna 20350, cleared via the JANESVILLE
FOUR ARRIVAL."
The controller is only giving you a routing clearance
and will specify any altitudes and airspeeds to fly.
"Cessna 20350, descend via the
JANESVILLE FOUR ARRIVAL."
Descent is at your discretion; however,
you must adhere to the minimum crossing altitudes and airspeed restrictions
printed on the chart.
Figure 4-21.Assigned Altitudes.
4-21
4-22
descent procedure is canceled. ATC will assign you any
further route, altitude, or airspeed clearances, as necessary. Notice the JANESVILLE FOUR ARRIVAL
depicts only one published arrival route, with no named
transition routes leading to the basic STAR procedure
beginning at the Janesville VOR/DME. Vertical navigation planning information is included for turbojet and
turboprop airplanes at the bottom of the chart.
Additionally, note that there are several ways to identify
the BRIBE reporting point using alternate formation
radials, some of which are from off-chart NAVAIDs.
ATC may issue a descent clearance that includes a crossing altitude restriction. In the PENNS ONE ARRIVAL,
the ATC clearance authorizes you to descend at your discretion, as long as you cross the PENNS Intersection at
6,000 feet MSL. [Figure 4-22]
In the United States, Canada, and many other countries,
　
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